Composite system of train control



y 1932- M. H, LOUGHRIDGE 1,859,591

COMPOSITE SYSTEM OF TRAIN CONTROL Filed Jan. 50, 1925 3 Sheets-Sheet 1 24, 1932- M. H. LOUGHRIDGE 1,859,591

COMP OSITE SYSTEM OF TRAIN CONTROL Filed Jan. 50, 1925 3 Sheets-Sheet 2 16 12 15 25 25 a ===w I 1- d 26 15 ta Eta 2 May 24, 1932.

M. H. LOUGHRIDGE COMPOSITE SYSTEM OF TRAIN CONTROL Filed Jan. 50 1925 5 Sheets-Sheet 5 I? ll E trol system;

Patented May 24, 1932 MATTHEW H. LOUGHRIDGE, OF BOGOTA, NEW JERSEY COMPOSITE SYSTEM OF TRAIN CONTROL Application filed January This invention relates to composite systems of train control and the apparatus associated therewith and has for an object to incorporate a plurality of systems on a locomotive which are operated by corresponding systems on the track so that a locomotive may run from a portion of track equipped with one system to a portion of track equipped with another system and function properly to control the train without attention on the part of the train crew. The systems are super-imposed one upon another so that each may individually function to control the train or they may co-operatively function to control the train accordlng to the prlnciples of the systems used.

In this application certain of the systems used have been described in detail as well as the apparatus and arrangement of track circuits in which it is believed considerable novelty is disclosed.

The invention includes a ramp or mechanical contacting system, an intermittent inductive system, and a continuous control system. Each of these systems maybe used alone or any combination of them may be used on -the same locomotive which, with suitably arranged track apparatus secures atrain control arrangement in which one system may operate in series with another, or one system may operate in multiple with another or each system may operate individually. The invention also includes certain novel features in thelocomotive apparatus and in the track circuits which are more fully described in the following specification and the accom panying drawings, in which:

Fig. 1 is a track arrangement for a ramp and intermittent inductive system;

Fig. 2 is a locomotive arrangement for use with the track arrangement shown in Fig. 1; V Fig. is a'trach arrangement for a ramp, intermittent inductive and a continuous con- Fig. 4 is a locomotive arrangement for use with the track arrangement shown. in Fig. 3;

Fig. 5 is a type of locomotive shoe that maybe used with the ramp system;

Fig. '6 isa side elevation of a cab signal 30, 1925. Serial No. 5,724.

that may be used with any of the systems described;

Fig. 7 is a detail of the cab signal device;

Fig. 8 shows one form of dial for the cab signal device;

Fig. 9 is a track plan having means for indicating on the track the condition of the locomotive apparatus.

The composite arrangement shown in Figs. 1 and 2 is a combination of two intermittent types of train control one of which is operated inductively and the other is operated by a contacting ramp. The track arrangement is shown in Fig. 1 in which 11l1 are the running rails which are divided by insulated joints 12 into blocks a, b and 0. Each block contains a track relay 13 at one end and a track battery or other source of energy 14: at the opposite end. Associated with each block are the ramps 15 and the track magnets 16. The ramps or magnets on the upper side of the drawing are controlled by wire 17 through a front contact of the track relay I3 to battery B and are thus energized when the block immediately following their location is'unoccupied. This is sometimes referred to as the home control. The magnet or ramp on the lower side of the trackis controlled by wire 20 through a front point on relay 19 to battery. Relay 19 in turn, is controlled by front points of the track relays 13 for the next two succeeding blocks and by wire 18 and therefore these ramps or magnets are energized when the next two succeeding blocks are unoccupied. This is soirlletimes referred to as the distant contro The arrangement described is according to standard practice and is to be found in a variety of train control systems. The diff ren-ce that characterizes the present invention resides in the indiscriminate use of ramps and track magnets which, as shown, are alternately placed on either side of the track. It will be shown that the locomotive equipment in Fig. 2 will operate on a track arrangement in which ramps alone are used, in which magnets alone are used or in which any combination of both are used. No change or adjustment is required on the locomotive to adapt the system to changes in the track arrangement.

The locomotive apparatus which responds to the ramp, as shown in Fig. 2, comprises the shoe 51 having the lever arm 52 and cam 53 which operates the plunger 54. and engages the ramp as shown. The apparatus which responds to the track magnet 16 comprises the motor 55 connected across the mains 82 and 83 and driven by the battery 84, high frequency generator 56 and detector amplifier 57 which are driven by motor 55, and also the stop inductor 58 which is energized from 56. A translating device 59 operated by the apparatus just described is provided to operate a cab signal and a train control mechanism is may be required.

It will be observed from Fig. 2 that the locomotive is provided with two similar sets of apparatus arranged one on each side to engage the tracl; devices on the outside of the running rails. These sets are exactly alike and are operated and controlled in the same manner, and therefore a description of the apparatus on the left side of the diagram will be assumed to also describe the apparatus on the right side of the diagram.

The shoe head 51 is insulated and when it makes contact with the ramp 15 a circuit is established through wire 66 to field coil 67 and to armature coil 680i translating device 59 and by wire 69 to ground 70. One side of the battery energizing the ramp is groundcdto the running rail as indicated at 17 a and if the track is clear a circuit will be energized including the coils 67 and 68 of the translating device 59 as described. These two coils acting in unison will move the armature of 59 to the proceed position. On the other hand, if the ramp is not energized, the translating device 59 is not energized and its armature is not moved to the proceed positi on. The circuit from the shoe head may be referred to as the proceed circuit from the ramp or shoe.

The poles of the detector-amplifier 57 align ,*ith the poles of the track magnet 16 as more fully described in U. S; Patent 1,627,565, issued May 10, 1927, by which a magnetic field is induced in the poles of 57 in response to the poles of the track magnet. This causes a current to be generated in the armature of 57 and which, by wire 71, coil-7 2, coil 7 3 and wire 74; energizes the field and armature of the translating device 59. These two coils when energized, act in unison to move the armature to the proceed position. On the other hand it the track magnet is not energized there is no field induced in 57, no eurr-ent. is generated by its armature and the armature of translating device 59 is not moved to the proceed position. The circuit of coils 72 and 7 3'1nay be referred to as the proceed circuit from the track magnet 01' detector amplifier.

It should be noted that the proceed circuit from the shoe and the proceed circuit from the detector amplifier are independent of each other, may be operated in multiple circuit and perform exactly the same function on the translating device 59. From this it will be seen that a proceed efiiect may be obtained from a track ramp, or from a track magnet or from both at the same time.

T he translating device 59 is provided with a field coil 80 which, when energized, holds the armature in the position to which it has been moved; on the other hand, when this coil is deenergized and the other coils of the device are deenergized the armature, by means of a bias or counterweight, will move to the stop position; dcenergizing coil 80 with the other coilsot the device deenergized will thus cause the armature to move to stop position.

This coil 80 is energized by the high fre quency generator 56, over wire 76, coil 770i stop inductor 58, wire 7 8, contact controlled by plunger 54 of the slice, Wire 79, coil 80 and wire 81 to armature of 56. It is apparent that the circuit of coil 80 is interrupted by the shoe when a ramp is engaged as indicated at the left in Fig. The circuit of this coil is also substantially deenergized when the inductor 58 passes over the laminated pole of the track magnet 16 owing to the increased reactance in the coil 77. The reactance of the rail itself is comparatively high to the high frequency current with which coil 77 is energized so that in the normal operation of running over the track rail, coil 80 is not matori. ally affected.

It will thus be noted that the stop circuit is controlled in series by the shoe and by the stop inductor; either one will equally produce the stop effect in the translating device and both may operate at the same time for this purpose.

The armature of the translating device 59 is provided with an arm 86 which engages a rod 87 connected to one end of a walking beam 88 the centre of which connects by red 89 with the signal device 90. hereafter more fully described. The walking beam 88 is connected atone end to the translating device on one side of the locomotive and the other end is connected to the translating device operated by the apparatus on the other side oi the locomotive with the object of eo-operatively producing a three position signal when the locomotive ap )aratus engages the devices on both sides of the track as fully described in U. S. Patent 1,299,595, of April 8, 1919.

The arrangement shown in Figs. 3 and 4 embodies the arrangement shown in Figs. 1 and 2 with a continuous control system superimposed thereon. The continuous control may be used with either the intermittent inductive system or with the ramp system or with bothas shown by the operating circuits.

The blocks a and b are similar to the arrangement in Fig. 1. The continuous control starts in block a and in the form shown, includes" the wire 23, transformer 24, front contact on track relay 13 forblock d and wire 25; between wires 23 and 25 the upper rail of the block is included, by means of which the continuous home control is obtained. The distant control is-obtained from wire 26, transformer 27, front contact of distant relay 19 and wire 28; between wires 26 and 28 the lower rail of the block is included by means of which the continuous distant control is obtained. This arrangement is maintained throughout the section where continuous control is applied. lVhen the running rail is energized from the transformer 24; the first succeeding section of traclris clear and when energized from transformer 27 the next two succeeding sections are clear. It will be noted that the rail cannot be energized from transformer 27 when relay 13 of block (Z is deenergized.

Located within block 0 are the ramp 15 connected with the negative side of battery Baand the track magnet 16 whch is permanently energized with a definite polarity from the battery'Ba, by wires 21 and 22. Wire 21 also connects to the upper running rail to form a return circuit for ramp 15 through the locomotive shoe. Magnet 16 and ramp 15 are energized with current of opposite polarity to that which is used to energize the ramps and magnets controlled by the block system, as indicated, for instance by B+ in. block b. This reversed polarity causes these devices to operate a change-over device on the locomotive which changes over the locomotive circuits from operating on the interm ttent to operate on the continuous system.

It should be noted that at the point on the track where the change-over from intermit tent control to continuous control is effected i. e. block 0, the control between the intermittent and the continuous is overlapped. Thus, the home control obtained by 16 on leaving block 7) continues throughout block 0 until the change-over is effected: and the distant control obta ned by 15 on entering b ock 0 is continued until the change-over is effected. The changeover ramp and magnet 15 and 16 in block a are located somewhere'within this blockto be encountered by a vehicle before reaching the end of this block. This ramp and this magnet, or either of them, operate the change-over device on the vehicle, chang ing the c rcuits from operating on the intermittent to operate on the continuous control system. Th s renders the intermittent apparatus on the track ineffective in controlling the system according to block conditions, but makes the system responsive to continuous control which is picked up from the track rails in block 0 and in the following blocks using continuous control.

Vhen leaving the continuous control section to reenter the intermittent control section, ramps 15 or magnets 16 are provided and controlled as indicated in block a to be en countered before entering the first block of the intermittent control section. Each of these intermittent track devices operate the change-over device on the vehicle, changing the circuits from continuous control to intermittent control and, at the same time, transmitting the conditions of block control to the vehicle, as hereinafter more particularly described. It should be noted that while a special ramp or magnet might be provided to operate the change-over device only when mov'ng from the continuous to the intermittent control sections, such is not considered necessary for if these intermittent devices are not energized to operate the change-over device, as might occur upon entering an' occupied block, a stop effect will simply be produced as the vehicle passes beyond the,

continuous control section which is good signal practice and this effect will be maintained until an energized intermittent device is encountered.

In block (2 will be found the track magnet 16a and the ramp 15a which are not connected with any source of energy. These devices are therefore dead and cannot produce a proceed effect on the locomotive but they do produce a stop elfect on the apparatus which responds to these devices. If, however, the system has been changed-over in the preceding block from intermittent control to continuous control then the track devices 15a and 16a will not afl'ect the locomotive which should be under continuous control in block d. The object therefore, of the ramp 15a and the track magnet 16a is to form a check on the change-over device on the locomotive and to cause a stop effect if the change-over device has failed to operate.

The continuous system differs from the intermittent systems by reason of its responding to a continuous impulse from the track and therefore a holding circuit is not necessary such as is required between indicating points'with the intermittent systems. The locomotive apparatus as shown in Fig. 4 comprises the D. C. motor 55, the high frequency generator 56, the detector amplifier 57, the stop inductor 58 and the shoe 51 and trans lating device 59 in duplicate sets corresponding to parts similarly marked in Fig. 2. In addition to this apparatus a rail inductor 62,

primary amplifier 61 and secondary amplitier 6,0 are provided, together with a change over device 63 which operates selectively to change from one system to the other;

The change-over device has its field energized by the coil 105 which connects by wires 106 and 107 acrossthe mains 82 and 830i battery 84 which is controlled by switch 237. The field of this device is therefore energized with a definite polarity and its armature will respondto the polarity of the current by which said armature is energized. The armature carries the contact members 96 and 104 to the right or left as indicated and the coil 105 holds said armature in the position to which it moves.

The proceed circuit from shoe 51 is modified to include the armature of 63 by wlre 66b, coil 66a. and wire 66 to coil 67. This proceed circuit thus positions the armature of 63 and if a shoe 51 is engaging the ramp 15 in block 0 the polarity is such as to move the armature to the position shown which brings the continuous control into operation by closing at 96 the circuit of wires 94-97 of the continuous control device on the left and by closing a corresponding circuit of 104 of the device on the right, and suspends the intermittent control by interrupting the holding circuit of the shoe 52 and inductor 58 to the left at 81a and interrupting the corresponding circuit of inductor 58 and shoe 52 to the right by the contact 104. On the other hand, if the polarity is the reverse of ramp 15 in block 0 then the armature will move to the right moving contact members 96 and 104 to the ri ht, thereby suspending the continuous control by interrupting the circuits at 96 and 104 and rendering the intermittent systems operative by closing the circuit at 81a by contact 96 and by closing a corresponding circuit by 104. Thus each regular block rampwill position the armature of 63 for intermittent control, if it is not already in that position.

The proceed circuit from the detector-amplifier 57 operates to energize the field of the secondary amplifier 60 and includes the armature of 63. This circuit can be traced from wire 99, coil 100 of armature of 63, wire 101, field coil 102 of 60 and wire 103 to detector-amplifier 57 This device thus positions the armature of 63 according to the polarity-of the magnetization of 57 by the track magnet 16 as the direction of the current generated by 57 is governed by the polarity of its field. The armature of 63 thus responds to the polarity of the track magnet in a manner similar to the control obtained from the ramp described above. When the field coil 102 of secondary amplifier 60 is energized, current is generated in wires 71 and 74 to operate the translating device 59.

It is important that the holding circuit of the intermittent devices be permanently interrupted when the continuous control is operative so that the system may properly respond to the block conditions affecting the continuous control. Each track magnet and each ramp on either side of the track positions the change-over device to make either the intermittent or the continuous control eifective and when the armature of this device is positioned it is permanently held by the coil 105. The armature may also be held by gravity in either position as there is no force tending to change its position until the proper polarity is established by the field and armature coils. If the change-over device has been positioned for continuous control as shown and the continuous control is absent from the track rails, a stop effect will be obtained. If the intermittent control has been effective and a train moves into continuous control territory, deenergized track magnets or ramps such as 16a or 15a located at any point on the track will check the operation of the change-over device and produce a stop effect if this device has not functioned.

The continuous control is obtained from the inductor 62 which registers with the running rail and receives a continuous impulse from the current in the rail. This impulse, through coil 91 and wires 92 and 93 energizes the field of primary amplifier 61. This amplifier, by wire 94, contact 96 on change-over device 63, wire 97, coil 98 and wire 95 energizes the field of secondary amplifier 60 which, in turn, operates the translating device 59. As long as inductor 62 receives an impulse from the rail the field of 59 will be ener ized through coil 73 and the armature will be energized through coil 72 and thus maintained in the proceed position without the aid of holding coil 80. \Vhen the current in the rail ceases the circuit just described of 59 is deenergized and this device, by gravity, moves to the stop position.

It is apparent that when the continuous control and the intermittent control are similarly controlled by the block system the proceed circuits of each of these systems may properly operate in multiple and therefore they may operate together in producing the proceed effect. This is secured when the contact 96 controlling wire 94 is eliminated. The continuous system does not, of itself, establish any permanent condition in the controlling circuits except such as is received from therunning rails and when this rail control corresponds to the intermittent control no conflict can arise.

The general operation of the system will be understood from the patent above referred to. The operation of the composite systems may be described as follows: The track in Fig. 3 is provided with ramps, with magnets and with a continuous control arrangement, all of which are controlled by the block system and arranged so that one of these devices is energized when only the block immediately ahead is clear and two of them are energized when two blocks immediately ahead are clear and none of them are energized when the block immediately ahead is occupied. A

proceed signal is given'to the train when these devices are energized and'the absence of energy in these devices produces a retarding condition on the train. The ramps and the magnets may be located interchangeably on the track and either, or both may be located in thesame block with the continuous controlas in block 0. It should be noted that the-ramp 15 in block b overlaps the continuous control in blocks 0 and (l.

The apparatus on each side of the vehicle is similar and is similar in operation and is so arranged that an eflect obtained on one side is addedto the effect obtained from the other side to produce a third eiiect or three position control without regard to heading, that is, without regard to which track devices the vehicle apparatus responds to.

.When the track is clear a shoe on one side of the vehicle engaging ramp will produce a proceed effect in 59 and a shoe on the opposite side of the vehicle will produce a proceed effect, in the other of devices 59. Under the same conditions, when the detGGtOIflHDPllfiBI' 57 runs over a track magnet on one side otthe track, a proceedeifect is produced in 59 and,similarly, a proceed eflect is produced in the other device 59 from the detectoreamplifier and magnet on the opposite side of the track. In the continuous control witha clear block system, a proceed effect is obtained by 62 from one rail and another proceed effect is obtained from the device 62 on the other side of the vehicle from the other rail, these proceed effects being translated by the devices 59 in a manner similar to the effects from the ramp and the magnet. Thus, in each case, the device 59 is similarly operated without regard to the means used for transmitting the effect from the track to the vehicle. I

It will be observed that when .an effect is obtained from a shoe on one side of the ve hicle and from a magnet on the opposite side the translating devices 59 respond similarly in each case;-'-also when an effect is obtained from a shoe on one side and from a continuous control on the other side the effects on the translating devices are similar; also when an effect isobtained from a magnet on one side and from a continuous control on the other side, the effects 011 the translating de vices are similar. From this itwill be noted that the proceed effect from any source or from :more than one source at a time is translated into the same ultimate result in the system. 1

I'When ashoe engages a ramp which is deenergizedthe holding coil of device 59 is deenergized permitting this device to assume thestop position. Vhen the inductor 58 is influenced by a magnet the corresponding holdingcoilis also deenergized and when the inductor 62 does not-receive animpulse from the trackrail the corresponding holding coils of the corresponding translating device are deenergized. When either of the track devices therefore is deenergized by an occupied block or when all of them are deenergized, each translating device assiunes the stop position by gravity. WVhen the devices; on both sides of the track are deener gized a stop condition is produced on both translating devices, when the devices on one side of the track are energized and the devices on the opposite side are deenergized, one translating device assumes the proceed position and the other assumes the stop position which gives the caution eiiect and when the devices on both ergized the translating indication.

-VVhen a vehicle runs from block b to block 0, Fig.3, it is controlled by the magnet 16 and the ramp 15 and is also under continuous control as soon as block 0 is entered. lVhen', however, the ramp 15 or the magnet 16 or both of these devices in block 0 are encounteredenergized with a polarity opposed to the normal conditions, the change-over switch 68 is operated to the position which opens the circuit of the holding coils of the translating devices controlled by the :shoe and the magnet. Under these circumstances the proceed eiiect is obtained from the continuous control and the inductors 58 and the shoes are ineffective in producing a stop eiiect and if they did respond to an etiect from the track it would onlyvbe of a momentary character, which, without the holding coil, would not affect the operation of the system. This places the systemunder continuous control automatically and when the ramp 15a and the magnet 16a in block (Z are encountered, these devices being deenergized, the displacement of the shoe by the ramp or they shunting of the inductor 58 has no efi'ect on the translating devices. If, however, the change-over switch 63 failed to respond to the ramp or the magnet in block 0, then the ramp 15a and the magnet 160 would produce astop effect, that is to say, a stop effect will be pro duced if the system has not properly changed over from intermittent to continuous control.

lVhen running from the continuous control territory to the intermittent control territory, it'is apparent that the change-over switch must be operated otherwise a stop effect will be produced as soon as the continuous control territory has been passed. This is secured by the proceed circuit from the shoe or from the detector amplifier controlling the armature of the change-over device, so that the impulse from each ramp or each magnet normally energized to aiiect the vehicle apparatus is used to position the changeover device as well as operate the translating devices 59. l i

The three systems are thus embodied in one devices give a clear sides of the track are enlocomotive arrangement, are entirely automatic in operation and function without change or adjustment as the locomotive runs with either end leading.

One form of locomotive shoe that may be used with the systems described is illustrated in Fig. 5. The shoe head 51 is formed in a jaw in which the contact'block 111 is detachably secured to engage with the ramp 15 as shown. The shoe head is pivoted at 112 to the supporting bracket 113 and has an extended lever 114 which is engaged by the plunger 115 through the slot 115a. The

lunger 115 is connected with a piston in cylinder 116 and is normally extended by spring 117 to the extent of slot 115a.

The vertical lever 52 pivoted at 112 is ad justably connected with the shoe head by the bolts 119 and 120 and moves therewith to the extent permitted by the stop 122. A spring 121 applies a bias to the vertical lever 52 and moves it to the controlling position shown in case the counterweight of the shoe head is removed. The lever 52 is provided with a cam 53 which engages the roller of plunger 54 and operates a circuit controller or other device as may be desired.

At the upper end of lever 52, a plunger 123 is secured which operates the valve 124 to which an air supply is connected by pipe 125. As soon as the shoe head has been initially displaced by a ramp, this displacement is magnified by lever 52 which positions valve 124 to admit air pressure to pipe 118 which connects below the piston in cylinder 116. This raises plunger 115 as shown and applies pressure to lever 114 which causes the shoe head to engage the ramp with pressure which is maintained while the shoe travels along the ramp and thus the reliability of the contact between the shoe and the ramp is insured while the impact of the shoe engaging the ramp is reduced to that necessary to displace the shoe head. When the shoe runs off the ramp the weight of the head 51 moves lever 52 to the left and restores normal conditions. The lost motion in slot 115a permits the shoe head to be displaced and to resume its normal position without restriction by plunger 115. When normal conditions are restored, plunger 123 is moved to the left and the pressure in pipe 118 is exhausted through 126 thereby exhausting cylinder 116 for the next operation. It should be noted that cylinder 116 exhausts comparatively slowly due to the small orifice of the valve, wherefore as the shoe runs off the ramp the air in cylinder 116 is free to expand thereby applying an impulse from the air to restore the shoe head to its normal position.

The signal device that may be used with all of the systems described is illustrated in Figs. 6, 7 and 8. This comprises a magnetic field 131 with one or more energizing coils 132 and having a plate 133 which supports the shaft of armature 134 upon which the arm 86 is mounted. The armature may be biased to the stop position by the weight 135.

The device described is used in pairs to obtain a three position signal as illustrated at 131 and 131a, Fig. 6. A bracket 136 is secured to these devices which supports the valve 137 operated by the plunger 138 and having the air connections 139. The plunger 138 is connected to the rod 89 which is connected to the walking beam 88 and operated by the translating devices 131 and 131a. The connections 139 operate the speed control mechanism in response to the signal indication such as shoyvn in U. S. Patent 1,627,567, May 10, 192

The signal comprises a dial 90 having a frosted glass front 146 behind which the disc 144 rotates on shaft 142 through the connection 143 with the rod 89. This disc has stenciiled thereon the outline of a semaphore 145 which outline may be filled with a red transparent material. A light 141 having a reflector 140 is placed behind the rotating disc 144 thereby causing a display of the red semaphore on the glass 146 until light 141 is extinguished, when the position of the semaphore disappears from glass 146. The semaphore takes up three positions as indicated in Fig. 8; the horizontal position is obtained when both of the devices 131 and 131a are deenergized, the 45 position is obtained when either of these devices is energized and the other deenergized and the vertical position is obtained when both of these devices are engized. A weight 147 moves disc 144 to give the horizontal indication when the disc is free to rotate by itself.

Vhen a train equipped with the systems herein described runs on a side track or track not signaled, it is necessary that the control be suspended. In the present application it is proposed to do this manually by a switch on the locomotive; however, to insure that the system shall be brought into operation again when entering upon signaled territory,

a track signal is provided which is caused to display a stop indication to the train until the system is cut into service.

One arrangement of track devices for this purpose is shown in Fig. 9 where the unsignaled side track 0 joins the main track a. The signal 221 is normally energized by wire 222 through the front contact of track relay 13 and thus indicates when the track is clear for the train to proceed. Signal 2233 is operated by an instrumentality from the train and is controlled by the track relay 13. This signal is controlled by wire 224 through the front contact of stick relay 225 to battery. Stick relay 225 may be energized by wire 226 through the front contact of relay 227 to battery. Relay 227 is energized inductively by coil 228 wound on the laminated pole 229 which comes under the influence of the in .i

bus means 82 and ductors 58 (Fig. 4) and receives an impulse therefrom if these inductors are energized, but if the inductors are not energized relay- 227 is not energized. Relay:v 225 is also energized by wire 235 through the front contact of relay 233 to battery. Relay 233 is energized when current is supplied to the con tact ramp 231 through wire 232, relay 233 and wire 234 to ground on the rail. If, therefore, current is received from the locomotive through 231, relay 233 will be energized but if this current is not received, relay 233 remains deenergized. 1

When relay 225 is energized, cuit is established through Wire front contact of relay 13 to battery. will display signal 223 until the train enters upon the block. A complete block system is not shown in this plan which may be arranged for single or double track operation having the features herein outlined incorporated therewith. The illustration shows 223 as a light signal but it should be understood that any type of signal is contemplated for use with this arrangement.

The locomotive arrangement that may be used with Fig. 9 is included in Fig. 4. A manually operated changeover switch 237 is provided and when in the position shown the control systems are suspended but when moved to the reversed position the systems are brought into operation. The device 242 prevents the control oi'the train by the train controlling mechanism when. said device is-energized and when said device is deenergized the train controlling shown, the battery a stick cir- 230' and the This wire 84a connects to the switch 237 and by wires 243 and 244 energizes 242 from the bus main 82 and battery 84. At the same time the bus main 83 is disconnected from wire 83a thereby deenergizing the motors on each side of the locomotive, as well as the lamp 141 and coil 105 which are connected in multiple circuit on the 83. This also extinguishes the signal light 141 and the systems are entirely suspended.

The magnet 242 may be applied in various ways to suspend the system according to the characteristics of the apparatus used. One way of applying this de vice to suspend a cab signal and operate an air valve is shown in Fig. 12 of U. S. Patent 1,622,285. issued March 29, 1927, or

"' in the corresponding British Patent 178,506,

W'hen switch 237 is moved to the position shown in broken lines in Fig. 4, battery 238 which is grounded at 239 connects by wire 240 with brush 241 which is arranged toengage the ramp 231 (Fig. 9) and thereby energize relay 233. Also, wire 243 is 'discon' nected thereby deenergizing 242 and energizing main 83 through 83a. This starts the amplifiers. and'energizes: the. signal light 141.

mechanism is effective. As

thus making the cab signal efiective. At the, same time the inductors 58 are energized and a signal may be transmitted through 229 to pick up relay 227, thereby giving an indication in signal 223 of the state of the train control apparatus on the locomotive.

In Fig. 9 the devices 229 and 231 are located one after the other on the track so that the operator may have an opportunity tomove the cut-in switch as the train closes up upon the signal. lVhen a train runs from the main line to the side track the trackrelay is usually deenergized as the locomotive passes devices 229 and 231,- also the cut out switch may be operated beforerunning of? the main track so that relay 225 is not affected by movements in this direction. If this relay should remain energized it would be deenergized as soon as a train had entered upon track section b.

Having thus described my invention, I claim:

1. In a train control system, the combination of a track with a vehicle, a magnet and a ramp on said track, a block system controlling said magnet and said ramp, devices on. said vehicle responding independently to said magnet and to said ramp anda translating device having three positions operated by said vehicle devices.

2. In a train control system, the combination of a track with a vehicle, a magnet and-.ar ramp on said track, a block system controlling said magnet and said ramp, devices on said vehicle responding to said magnet and to said ramp and a translating device on said vehicle having three postions co operatively operatedby said vehicle devices according to said block. system.

3. In a train control system, the combina tion of a track with a vehicle, a magnet and a ramp on said track located in mixed order, a block system controlling said magnet and. said ramp, devices on said vehicle responding to said magnet and said ramp and a translating device on said vehicle operated to produce the same effect on the vehicle by either of said vehicle devices according to said block system.

4. In a train control system, the combination of a track with a vehicle, devices on said.

track, a block system controlling said devices,

a shoe and an inductor on said vehicle responding to said track devices, a translating device on said vehicle and a circuit associated with said translating device controlled in series directly by said shoe and by said induc-- tor to produce a stop efiect in said translating: device.

5. In a train control system, the combination of a track with a vehicle, devices onsaid track, a block system controlling said devices,

a shoe and an inductor on said vehicle simul-- to said: track detaneously active to respond translating device onv said vehicle and:

vices, a

nation of a track with a vehicle,

a circuit associated with said translating device controlled by said shoe and by said inductor in series.

6. In a train control system, the combination of a track with a vehicle, devices spaced on said track having diiierent characteristics, a block system controlling said devices, a shoe and an inductor on said vehicle responding to said track devices, a translating device on said vehicle, and circuits controlling said translating device, said circuits controlled independently by said shoe and by said induc tor to produce the same efiects on said device.

7 In a train control system, the combination of a track with a vehicle, devices on said track, a block system controlling said track devices, a shoe and an inductor on said vehicle responding to said track devices, a translating device on said vehicle and means whereby said shoe and said induct-or simultaneously produce the same effect on said translating device.

8. In a train control system, the combination of a track with a vehicle, devices on said track, a block system controlling said track devices, a shoe and an inductor on said vehicle responding to said track devices, a translating device on said vehicle having a stop circuit and a proceed circuit, said stop circuit controlled by said inductor and by said shoe in series and said proceed circuit controlled by said inductor and by said shoe in multiple.

9. In a train control system, the combination of a trackwith a vehicle, devices on said track having difierent characteristics, a block system controlling said track devices, a plurality of devices on said vehicle responding independently to said track devices, a translating device on said vehicle having a holding coil and positioning means, the circuit of said holding coil controlled in series by said vehicle devices so that either device can deenergize said circuit.

10. In a train control system, the combination of a track with a vehicle, devices on said track, a block system controlling said track devices, a plurality of devices on said vehicle responding to said track devices, a translating device on said vehicle having a holding coil and a plurality of positioning means and means whereby said holding coil is co-operatively controlled by said vehicle devices and said positioning means are independenly controlled by said vehicle devices.

11. In a train control system, the combination of a track with a vehicle, a magnet and a ramp located in mixed order on either side of said track, a block system controlling said magnet and said ramp, devices on said vehicle responding to said magnet and said ramp and a translating device having three positions controlled by said vehicle devices according to said block system.

12. In a train control system, the combia block system for controlling traflic on said track, devices on said track at intervals controlled by said block system and current in the track rail controlled by said block system, a device on said vehicle responding to said track de vices and a device on said vehicle continuously responding to said track rail current as the vehicle passes along the track and simultaneously with the device responding to the track devices and a translating device controlled by said vehicle devices according to said block system.

13. In a train control system, the combination of a track with a vehicle, a block system for controlling trafiic on said track, ramps on said track controlled by said block system and current in the track rail controlled by said blocl; system, means on said vehicle responding to said ramps and means responding continuously to said rail current simultaneously with said means responding to said ramps and a translating device controlled by said vehicle means according to said block system.

14:. In a train control system, the combination of a track, a blocs system for controlling trafiic on said track, an inductor on said track controlled by said block system and current in the track rail independently controlled by said block system, a vehicle on said track having means responding to said inductor and continuously responding to said track rail current as the vehicle passes over the track and a translating device controlled by said vehicle means according to said block system.

15. In a train control system, the combination, a track, a block system for controlling traffic on said track, ramps and inductors on said track controlled by said block system and current in the track rail controlled by said block system, a vehicle on said track having means responding to said ramps and inductors and continuously responsive to said track rail current as the vehicle passes over the track and a translating device controlled by said vehicle means according to said block system.

16. In a train control system, the combination of a track with a vehicle, a block system for controlling traflic on said track, ramps on said track controlled by said block system and current in the track rail controlled by said block system, means on said vehicle responding to said ramps and continuously responsive to said track rail current and a three position translating device on said vehicle having a proceed position, said ramp and said track means operating said translating device to the proceed position in multiple.

17. In a train control system, the combination of a track with a vehicle thereon, a block system for controlling trafiic on said track, intermittently located devices on said track controlled by said block system, .current in the track rails controlledby said block system, continuously active means on said vehicle respondingto said intermittently. located devices and continuously responslve tosaid track rai currentand a translating device on said vehicle havinga-pr-oceed position, said current operating said translatingvdevice in circuit to the proceed position.

18. In a train controlsystem, the combination of-a track with a vehicle, ablock system for controlling traiiic' on said "track, a magnet on said track controlled by said block system, current in the track rails controlled bysaid block system, means on. said vehicle responding to three positions by said vehicle means according to said block system.

19. In a train control systennthe combination of a track With a vehicle, a block system for controlling tralticon said track, inductive devices on one portion of said "track controlled by said block system, meansionanother port-ion of the track for giving a continuous impulseto the vehicle as along the track controlledby saidvblock system, means on said vehicle respondingto said inductive devices and to saidhcontinu-aous impulse, a translating deviceand an am plifier on said vehicle, said .translatingde vehicl means through vice operated by said said amplifier.

20. In a train control system, the'combination of a track, a block system for control.- ling traliic on said track, a ramp, a magnet and a continuous rail current on ditlferent portions of said track controlled by said block system, a vehicle on said track equipped with devices responding independently to said ramp and magnet and continuously responding to said rail current as the vehicle-passes over the track and a translating device operated by said vehicle devices.

21. In a train control system, the combination of a trackwvith a vehicle, a block system for controlling tratlic on said track, devices intermittently located on one portion of said track controlled by said block system and a continuous rail current'controlled' by said block system on another portion of said track, devices on said vehicle responding to said intermittently located devices and continuously responding to said continuous rail current, a translating device operated by said vehicle devices to three positions and means for automatically changing over the control of said translating device to operatefrom either vehicle device.

22. In a train control system, thecombmation of a track with a vehicle, a block system for controlling trafiic on. said track,dc-

vices intermittently located on one portion track devices and said track rail said track magnet and continuously responding to said track rail current and a translating device operated to it passes of 'said track controlled by said block system and a continuous rail current controlled by said block system on another portionof' said continuous. rail current,'a three position,

translating device and means on thetraclr cooperating W1th means on the changing over the control ofisaid translatvehicle for ingdevice to operate from either vehicle,

device.

In a train control system, .thecombi.

na-tion ot track Witha vehicle, a =bloc-k1syse tem for controlling trafiic on said track, as; vices IHtEPIIIIttGHtlY located on :one portion of said vtrack controlled bysaid block system j and continuous frail current. controlled. by systemon anotherportion of said said block track, devices-on said vehicle responding ;to

saidintermittently located devices and tosaid rail current, a translating; device operated I by said vehicle :devices,;means tor automati-f cally changing over the control of :said trans.-

latin'gydevice to ;operate from either vehicle device and means on the track for testing the operation of the change-over device. V

24. In a train control system, the combi= nation-of a track divided avehicle, a block system for controllingtrafi into blocks With li'con said track, means on one portion of said 1 track arranged for intermittentcontrol and:

means; on another'portion arranged forcon-.

tinno-us control, said track meansbeingront-roll-edithrough a pluralityfot said blocks, continuously active devices on; said vehicle.

responding to said intermittent control means and to said continuous control means,

a translating device operated by said vehicle.

devices and, an automatically. operated change-over device operated from the track: Way for selectively controlling;said translatingdevice tobe operated byteitheivot said vehicle devices.

25. In a-train control system, the-combination of a {track With a vehicle, a block system for controlling traliio on. said track, one. portion. ofsaid track arranged for intermittent control and another portion arranged for. continuous control, a translating device operated .by said vehicle. devices, a changeover device selectively controlling said translatingdevice, means control portion of track for operating said change-over device and meansin said continuous-control portion for testing the; opera tion of said {ChLHgB-OVGIdQVlCEz:

26. Ina train control system, theconrbination of atrack with a -vehicle,,a block .system for controlling traffic on vices'intermittently located onsaid track controlled by said block-system and ,a-continth in said intermittent ous rail current on ;another-,portion' of said termittently located devices and to said rail current, a translating device operated by said vehicle devices, a change-over device operated by said intermittently located devices for selectively controlling said translating device by said vehicle devices and deenergized intermittently located devices on the track for testing the ope 'ation of said changeover device.

27. In a train control system, the combination of a track with a vehicle, a block system for controlling tratiic on said track, devices at intervals on said track controlled by said block system, a continuous rail current on said track controlled by said block system, devices on said vehicle responding to said track devices and to said continuous rail current, a change-over device having a plurality of energized positions and a translating device, said translating device operated by said vehicle devices and controlled by said change over device and means whereby said track devices operate said change-over device to a predetermined position. i

28. In a train control system, the combination of a. track with a vehicle, a block system for controlling traflic on said track, devices at intervals on said track controlled by said block system, a continuous rail current on said track controlled by said block system, devices on said vehicle responding to said track devices and to said continuous rail current, a translating device on said vehicle and a change-over device, said translating device operated by said vehicle devices and controlled by said change-over device, said change-over device selectively operated by the polarity of the current from said track devices.

29. In a train control system, the combination of a track with a vehicle, a block system for controlling traffic on said track, devices at intervals on said track controlled by said block system, a continuous rail current on said track controlled by said block system, devices on said vehicle responding to said track devices and to said continuous rail current, a translating device and a change-over device on said vehicle, said translating device operated by said vehicle devices and controlled by said change-over device, said change-over device permanently energized and selectively operated by said track devices.

30. In a train control system, the combination of a track With a vehicle, a block system for controlling traific on said track, devices at intervals on said track controlled by said block system, devices on said vehicle responding to said track devices, a translating device having a proceed circuit operated by said vehicle devices and a change-over device having a plurality of energized positions controlling said translating device and selectively operated by said proceed circuit.

31. In a train control system, the combinausages '1" tion of a track With a vehicle, a block system controlling trafiic on said track, ramps on said track and a continuous rail current controlled by said block system, continuously active devices on said vehicle responding to said ramps and continuously responsive to said rail current and a translating device simultaneously responsive to said ramps and said rail current.

32. In a train control system, the combination of a track, a block system controlling traffic on said track, ramps and magnets on said track and a continuous rail current controlled by said block system, a vehicle on said track equipped with devices responding to said ramps, magnets and continuously responsive to said rail current as the vehicle passes over the track and a translating device arranged to be automatically responsive, to said ramps, magnets and rail current.

In a train control system, the combination of a track, a block system controlling traffic on said track, inductors on said track and a continuous rail current controlled by said block system according to traffic conditions, a vehicle on said track equipped with a device responding to said inductors and a device continuously responsive to said rail current as the vehicle passes over the track, a translating device arranged to be responsive to said inductors and to said rail currents and a change-over device for selectively connecting said translating device with said vehicle devices.

34. In a train control system, the combination of a track with a vehicle, a block system controlling traiiic on said track, means on said track controlled by said block system, a device on said vehicle responding to said track means, a controlling mechanism operated by said vehicle device, manually operated means for changing the operation of said mechanism and a signal on said track for indicating the condition of said mechanism.

35. In a train control system, the combination of a track with a vehicle, a block system controlling traflic on said track, means.

on said track controlled by said block system, a device on said vehicle responding to said track means, a controlling mechanism operated by said vehicle device, manually operated means for suspending the operation of said mechanism and a track signal indicating the condition of said mechanism.

36. In a train control system, the combi nation of a track with a vehicle, a block system controlling traflic on said track, means on said track controlled by said block system, a device on said vehicle responding to said means, a controlling mechanism operated by said vehicle device, manually operated means for changing the condition of said mechanism and means for transmitting a signal to the track showing the condition of said mechanism.

37. In a train control system, the combination of a track with a vehicle, a block system controlling traiiic on said track, means on said track controlled by said block system, a device on said vehicle responding to said means, a controlling mechanism operated by said vehicle device, a switch on said vehicle for changing the operation of said mechanism and means on the track showing the position of said switch.

38. In a train control system, the combination of a track with a vehicle, a block system controlling traflic on said track, a ramp on said track controlled by said block system, a shoe on said vehicle making electrical contact with said ramp and pneumatic means for increasing the pressure between said shoe and said ramp after initial contact.

39. In a train control system, the combination of a track with a vehicle, a block system controlling trailic on said track, a ramp on said track controlled by said block system, a shoe, a lever connected with said shoe having a movement greater than said shoe, said shoe making contact with said ramp, a valve operated by said lever and a cylinder associated with said shoe controlled by said valve.

40. In a train control system, the combination of a track with a vehicle, a block system controlling traffic on said track, a ramp on said track controlled by saidblock system, a shoe on said vehicle making electrical contact with said ramp, an air cylinder associated with said shoe and a lost motion connection between said air cylinder and said shoe whereby the pressure between said ramp and said shoe is increased after initial engagement.

41. In a train control system, the combination of a track with a vehicle, a block system controlling trafii'c on said track, means on said track controlled by said block system, a mechanism on said vehicle including a cab signal operated by said track means, said cab signal comprising a rotating disc with the outline of a signal stencilled thereon and having three indicating positions.

42. In a train control system, the combination of a track with a vehicle, a block system controlling trafiic on said track, means on said track controlled. by said block system, a mechanism on said vehicle including a cab signal operated to three indicating positions by said track means, said cab sig nal comprising a stencilled disc with frosted glass in front and a source of light in rear of said disc. 7

43. In a train control system, the combination of a track equipped with a plurality of systems diifering in characteristics and located at diflerent points on the track for controlling a train thereon with means for making said systems effective on the train, a block system controlling said track means, a train on said track equipped with a plurality of devices responding to said track means and a three position translatin device on said train responding to said block system through said train devices and so arranged that it may be deenergized by any of said train devices. p 7

44. In a train control system, the combination of a track equipped with a plurality of systems for controlling a train thereon and having means for making said systems effective on the train, a block system controlling said track means, a train on said track equipped with a plurality of devices responding to said track means and a translating device on said train operated by said train devices and having three positions for indicating said block system on the train.

45. In an automatic train control the combination of a track equipped with a plurality of systems differing in characteristics for intermittently controlling a train thereon and having devices for making said systems effective on the train, a block system controlling some of said track devices according to traflic conditions over a plurality of blocks, a train on said track equipped with a plurality of devices responding independently to said track devices and a translating device on said train simultaneously responsive to said train devices and translating the conditions of said block systems on the train.

46. In a train control system, the combination of a track equipped with a plurality of systems of control, each arranged for three position control and having means for making said systems eflective on the train, a train on the track equipped with a plurality of devices responding to said track means anda three position translating device on the vehicle operatively responsive to said train devices.

47. In a train control system, the combination of a track equipped with a plurality of systems of control having means for making said systems effective on the train and each arranged to produce a stop and a proceed effect on the train, a train on the track equipped with devices responsive to said track devices and a translating device on said train operated by said train devices, the proceed efi'ects being arranged to operate said translating device in multiple circuit and the stop effects being arranged for controlling said translating device in series circuit.

48. In a train control system, the combination of a track equipped with three distinct systems of train control each having distinct means for making said systems effective on the train, a train on the track equipped with a distinct device responding to each of said track means as the train passes over the system, l

track, a translating device on :the train responsive to said train devices and means whereby-said translating device automatically responds tosaid systems.

. 49. In a train control system the combination of a track equipped with a plurality of systems :of train control including a ramp system, a train on said track equipped with a plurality of devices responsive to said systems and a change-over device on said train operated by said train devices and responsive atoa distinct characteristic in said ramps.

50. In a train control system, the combi- :nation of a tr ck equipped with a plurality .ofsystems of train control including an inductor, a train on said track equipped with a plurality of devices responsive to said sys .tems and a change-over device on said train operated by each of said train devices and responsive to a distinct characteristic in said inductor.

51. Ina train control system, the combination of a track equipped with an intermittent inductive system of train controland a con- :tinuous system of train control, a train on said track equipped with devices responsive to said systems and a change-over device on said train operated by a device similar to the track devices of said intermittent inductive system. i

52. In a train control system, the combination ofa track equipped with a plurality of systems of train control, a train on said track equipped with devices responsive to said systems, and a change-over device on said train having a moving member capable of assuming either of twopositions for selecting between said systems.

' In a train control system, the combination of a track equipped with a plurality of systems of train control, a train on said track equipped with-devices responsive to said systems and a change-overdevice on said train having a plurality of energized positions for selecting between said systems, said changeover device being automatically controlled fromsaid track. 1

'54. In a train control system, the combination of a track equipped with a plurality of systems of train control, a train on said track equipped with devices responsive to said systems, a change-over device on saidtrain for selecting between said systems, means on the track for automatically operating said change-over device and means on the track for automatically testing the operation of said change-over device.

55. In a train control system, the combina- -tion of a track equipped with a plurality of systems-of train control, a train on said track equipped with a shoe and an inductor responsiveto said systems, and means for energizing said inductor, said means controlled by said shoe. v

56. In a train control system, the combination of atrack equipped with a plurality of systems of train control, a train on said track .equipped with a shoe and an inductor responsive to said systems, a translating device on said train and means for energizing said inductor and translating device, said means controlled by said shoe.

57. In a train control system, the combination of a track equipped with a plurality of systems of train contro equipped with a shoe and an inductor simultaneously responsive to said systems, a translating device on said train, a circuit for energizin g said translating device and means associated with said inductor and associated with said shoe for independently deen ergizing said circuit.

58. In a train control system, the combination of a track equipped with a plurality of systems of train control, a train on said track equipped with a shoe and a plurality of inductors responsive to said systems, means for receiving an independent proceed effect through said shoe and through each of said ind-at and means for applying said proceed effects to said translating device.

59. In a train control system, the combination of a track equipped with a plurality of systems of train control, a train on said track equipped with a plurality of means responsive to said syst ms, a translating device on said train having a field and an armature and independent windings on said field and armature controlled by each of said train means.

60. In a train control system, the combination of a track with a vehicle, devices on said track, a block system controlling said devices,- a controlling mechanism on the vehicle operated by said track devices and means on the track co-acting with said vehicle for showing on the track the state of operation of said mechanism.

61. In a train control system, the combina tion of a track with a vehicle, devices on said track, a block system controlling said devices, a controlling mechanism and a cab signal on said vehicle operated by said track devices, :means for suspending the operation of said controlling mechanism and means on the track co-acting inductively with said vehicle for showing the state of operation of said mechanism independently of said cab signal.

62. In a train control system, the combination ofa track equipped with a system of train control, a vehicle on said track having a controlling mechanism operated by said system, means for suspending the operation of said system and a visual signal on the track co-operating with said vehicle for showing the state of operation of said mechanism.

63. In a. train control system, the combinaion of a track equipped with a system of train control, a vehicle on said track having .a controlling mechanism operated by said i, a train on said track a.

ers, a translating device on said train system, means on the vehicle for suspending the operation of said system, a plurality of means for communicating between said vehicle and said track and means on the track responsive to said vehicle means for indicating the state of operation of said mechanism.

64. In a train control system, the combination of a track equipped with a system of train control, a vehicle on said track having a controlling mechanism operated by said system, means for communicating between said track and said vehicle, a stick relay on the track associated with said means and a device for indicating the state of operation of said mechanism controlledby said stick relay.

65. In a train control system, the combination of a track equipped with a system of train control, a vehicle on said track having a controlling mechanism operated by said system a plurality of devices on said track and means on the vehicle engaging said track devices at different intervals and an indicating device on the track controlled by said track devices and showing the state of operation of said mechanism after the vehicle means is disengaged from the track devices.

66. In a train control system, the combination of a track equipped with a system of train control, a vehicle on said track having a controlling mechanism operated by said system, means for communicating between said track and said vehicle and for establishing a condition showing the state of operation of said mechanism and a track relay controlled by said vehicle for discontinuing said condition.

67. In a train control system, the combination of a track equipped with a plurality of systems of train control, a train on said track equipped with a plurality of means responsive to said systems, a translating device on the train having a plurality of positioning coils controlled by said means and an independent coil holding it in the position to which it has been moved.

68. In a train control system, the combination of a track with a vehicle thereon, means on said traclrway and means on said vehicle responding to said trackway means, a translating device on said vehicle having a plurality of positioning coils controlled by said vehicle responsive means and an independent coil holding said translating device in the position to which it has been moved.

Signed at New York, N. Y., this 14th day of November, 1924.

MATTHEW H. LOUGHRIDGE. 

